Compound hydrokinetic torque converter



Oct. 5, i965 M G. GABRIEL.

COMPOUND HYDROKINETIC TORQUE CONVERTER 5 Sheets-Sheet l F'iled Dec. 23,1964 ma mn w w m/m, 4 NQ Emu SQ m A SQ B N k H Nw w wv w .Qw .Q .v\\ NEQ illy ,Sm www `w QN WN Det. 5, 1965 M. G. GABRIEL COMPOUNDHYDROKINETIC TORQUE CONVERTER 5 Sheets-Sheet 2 Filed Dec. 23, 1964 Oct.5, 1965 M. G. GABRIEL COMPOUND HYDROKINETIC TORQUE CONVERTER Filed Deo.25, 1964 wm. Qw vm NN Nm. Nm

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Oct. 5, 1965 M. G. GABRIEL 3,209,540

l COMPOUND HYDROKINETIC TORQUE CONVERTER Filed Dec. 25, 1964 5sheets-sheet 4 Oct. 5, 1965 M. G. GABRIEL 3,209,540

COMPOUND HYDROKINETIC TORQUE CONVERTER Filed Deo. 25, 1964 5sneets-sheetv 204' l l0 l ZZ,

hired' States This is a continuation-impart of application Serial No.283,228, led May 27, 1963, now abandoned.

My invention relates generally to multiple element hydrokinetic torqueconverter mechanisms, and more particularly to a hydrokinetic torqueconverter mechanism having a compound impeller that is situated within atorus circuit with compound turbine and stator members. It is capable ofestablishing a relatively high degree of torque ratio carry-outthroughout an increased speed ratio range and is adapted especially fordrivelines for engine powered automotive vehicles. In a preferredembodiment of invention, I have provided a main impeller and a firstturbine section situated at the impeller blade flow exit region. Astator section -is situated at the ow exit region of the first turbineand this in turn is followed by an auxiliary impeller section mountedfor rotation in unison with the main impeller section. The auxiliaryimpeller section then is followed by a second turbine section that inturn is followed by a second stator section. A third turbine sectionalso is provided within the circuit adjacent the flow entrance sectionof the main impeller. I thus have provided two hydrokinetic torqueconverter mechanisms situated in series relationship within a commontorus circuit, each mechanism comprising an impeller, a stator and atleast one turbine.

In a hydrokinetic unit of this type, each impeller member functions toincrease the moment of momentum of the fluid that traverses the toruscircuit. As the fluid passes through a turbine section of the mechanism,the moment of momentum is decreased, and this causes a turbine torque tobe developed. For this reason, the flow that passes from the exitsection of the turbine is passed through a stator section situated atthe flow exit region to redirect the fluid flow and increase thetangential component of the absolute fluid flow velocity vector. Theentrance angle of the fluid flow that enters the impeller entrancesection thus is in a direction which would make an augmentation of themoment of momentum possible as the uid is traversed through the bladedscctions of the impeller.

In my improved mechanism I have provided a second impeller stagesituated between the flow exit section of the first stator stage and theentrance section of the second turbine stage. This results inan increasein the moment of momentum of the uid before it enters the second turbinestage. This in turn results in increased arent O operating eiciency andtorque ratio and a more satisfactory converter size factorcharacteristic, the size factor being defined as the impeller speeddivided by the square root of the impeller torque. I contemplate thatthis will result in a relatively rapidly raising engine speed during theacceleration period.

` The provision of an improved hydrokinetic torque y converter mechanismof the type above set forth being ice wherein the impeller section forthe second converter assembly can be connected to and disconnected fromthe impeller for the first assembly by means of a selectively engageablefriction clutch. Thus the second impeller can be caused to lloat freelywithin the torus circuit when the entrance angles for the relative fluidllow velocity vectors are not favorable. The provision of a hydrokinetictorque convertor mechanism of this type is an object ofmy invention.Another disclosed embodiment of my invention includes a pair ofseries-related torque converter assemblies in which the bladed impellersrotate together in unison throughout the entire speed ratio range. Thisembodiment includes, however, a nal stator having a stator blade angleadjusting mechanism for providing a favorableentrance angle for thetoroidal fluid ow vectors at the entrance region of the impeller for thefirst converter assembly. The provision of a mechanism of this type isanother object of my invention.

Another disclosed embodiment of my invention includes a third turbinesection situated at the flow entrance region of the main impeller. Theangularity of the blades of this third turbine section can be adjustedso that an optimum blade angle will be provided to satisfy the varyingangularity of the absolute fluid flow velocity vector at this point inthe torus circuit. The provision of a mechanism' of this type is anotherobject of myinvention. It is a further object of my invention to providea hydrokinetic torque converter mechanism having a compound impellerwith a first radial outflow section anda second axial flow section, thelatter being located at a radially outward region of the torus owcircuit adjacent the entrance section of the second section of thecompound turbine.

In another embodiment of my invention, I have made provision foradjustably positioning the angularity of the second impeller section sothat its blade angles will be matched more favorably with the absolutefluid ow velocity vector angles at various speed ratios. The provisionof such an adjustable auxiliary impeller bladeexit feature is anotherobject of my invention.

For the purpose of describing my invention more par ticularly, referencewill be made to the accompanying drawings, wherein: y

FIGURE 1 shows in cross-sectional form a compound torque converterhaving features of my invention; j

FIGURE 2 shows in cross-sectional form a second embodiment of myinvention. This embodiment includes an adjustable stator;

FIGURE 3 shows in cross-sectional form another embodiment of myinvention. This embodiment includes an adjustable third turbine stage; v

FIGURE 4 is ia schematic blade diagram and vector representation of thetluid flow vectors within the torus circuit; and j FIGURES 5 and 5A showin schematic form a multiple element torque converter embodying thefeatures of my invention and wherein provision is made for adjust- :ablypositioning the angularity of the second impeller section.

Referring rst to FIGURE 3, numeral 10 designates a tiange carried by thecrankshaft of lan internal combustion vehicle engine. It is bolted bymeans of bolts 12 to the 4hub of a drive plate 14. This drive plate inturn is bolted by bolts 16 to the outer periphery 18 of an impellershell part 20. A second impeller shell part 22 is'secured at itsperiphery 24 to the periphery y18 and to the periphery of the driveplate 14. A starter ring gear 25 can be carried by the shell part 22 asindicated.

Shell part 22 is in the form of a torus and is provided with a hub 26Ithat may be journaled in a conventional 3 fashion within an openingformed in the transmission housing as shown. v

The hub of shell part is welded to a pilot member 28. This member 28 inturn is received within an opening 30 situated within the crankshaftange 10.

The radially inward portion of the shell part 22 has secured thereto theinner margin 32 of an inner impeller shell 34. The outer margin of theshell 34 is secured by spot welding to a radially outward portion of theinner surface of shell part 22 as indicated at 36.

Aninner impeller shroud 38 is secured to the inner margins of impellerblades 40. These blades define radial outflow passages. A first turbineelement is identified by` reference character 42. 'It includes bl-adeelements 44 that are situated at the flow exit section of the blades 40.Blades 44 are situated between a first shroud 46 and a second shroud 48,the former being secured by screws to a torque transfer member 52. Thismember 52 in turn is secured to a first shroud 54 for a third turbinesection identified by reference character 56. This turbine sectioncomprises blades 58 situated at angularly spaced locations within thetorus circuit. Blades 58 are mounted upon adjustable blade supportingshafts 60 which are received through openings formed in the shroud 54.

A second shroud for lthe third turbine section is shown at 62. Itcomprises a first part 64 inthe form of an annular cylinder and a secondpart 66. The two parts 64 and 66 are joined together by screws 68.Openings 70 defined by the mating surfaces of the parts 64 and 66receive shafts 60.

Part 66 includes an extension 72 which is journaled by means of Ibushing74 upon a relatively stationary stator shaft 76, This shaft in turn canbe connected in a conventional fashion to the transmission housing, notshown.

=Part`s 64 and 66 cooperate to define an annular cylinder 78 withinwhich is received slidably .an annular piston 80. This piston 80 and thecylinder 78 cooperate to define a pressure chamber 82. Chamber 82 is induid communication with a pressure port 84 which n turn communicateswith a radial passage `86 formed in stator sleeve shaft 76. This passage86 in turn communicates with an annular' passage 88 that is formedwithin the interior of shaft 76. Fluid pressure from a suitable controlvalve system, not shown, can Ibe supplied to passage 88, and this inturn controls the pressure in passage 82.

A closure member 90 is secured by means of a snap ring 92 to the openend of the cylinder 78. It is apertured, as shown at 94, so that thepressure that exists within the torus circuit will be made available tovurge the piston 80 in a left-hand direction as viewed in FIG- URE. 1.Thus by controlling the pressure balance across the piston 80, theposition of the piston 80 can be controlled as desired.

The radi-ally inward extremities of the shafts 60 are offset and arereceived within an annular groove 96 formed in piston 80. As the piston80 is shifted axially, the shafts 60 then will oscillate about theirrespective radial axes` and cause a corresponding adjustment of theangul-arity of the blades 58.

A thrust washer 98 is situated between closure member 90 and the hubportion of the impeller shell parts 22.

The shroud 48 of the first turbine section 44 is connected to a torquetransfer member 100 which extends generally in an axial direction. Thismember in turn is connected to web elements 102 which extend through thetorus circuit. The radially inward ends of the elements 102 areconnected to a boss .104 by means of a bracket 106. This bracket can besecured to the boss 104 by bolts 108,

The web elements 102 may be designed with an aerodynamic cross sectionto reduce to a minimum the degree of resistance to the toroidal tiuidflow.

Boss 104 is carried by an inner shroud 1'10 of a second turbine section112. This turbine section includes blades l114 which are secured attheir inner margins to the shroud I1.10. An outer shroud 1.16 is securedto the outer margins of the blades 114. The shrouds and 116 cooperatewith the blades 114 to define radial inflow passages.

The inner margin 118 of the shroud 1-16 is secured by bolts 120 to a hubmember 122 and to a second hub member 124. Member 124 in turn isinternally splined to an externally splined portion 126 of a turbineshaft 128. A reaction disc 130 can be bolted by a bolt 132 to the end ofthe shaft 128 as indicated, thereby holding the shaft 128 axially fastwith respect to the turbine hub member 124. Shaft 128 can be journaledwithin the stationary sleeve shaft 76 by bushings, one of which is shownat 134.

A first stator section 136 is situated at the ow exit section of thefirst turbine section 44. rIt includes blades 138 that are situatedwithin the torque transfer member 100. These blades 138 are connected toan inner shroud 140 in the form of an annular ring. This ring 140 isconnected to a web 142 which is secured at its inner margin to anannular ring 144. This ring 144 in turn is secured to the outer ends ofthe webs 146.

Webs 146 include a shroud in the form of an annular ring 150 which issecured by rivets 152 to the outer race 154 of an overrunning coupling156. An inner race for the coupling 156 is defined by the outer surfaceof the stator shaft 76. It includes rollers or sprags 158 that aresituated between the two races, the outer one of which may be cammed ifthe elements 158 are in the form of rollers.

Located at the fiow exit region of the secondary turbine section 112 isa second stator section 160 which includes stator blades 162 locatedbetween a first shroud 164 and a second shroud 166. These blades 162 aremounted upon blade supporting shafts 168 which are received throughcooperating openings formed in the shroud 164 and shroud 166. Shroud 166in turn is defined by a rst part in the form of an annular ring 170, anda second part 172. These parts are held together by bolts 174, andshafts 168 are situated within cooperating openings defined by themating surfaces of parts 172 and 170.

Part 172 denes an outer race for a second overrunning brake identifiedby reference character 176. This brake 176 may include sprags or rollers178 which are situated between the outer surface of sleeve shaft 76 andthe inner surface of the outer race. If elements 176 are in the form ofrollers, the outer race can be cammed in a conventional fashion.

Brakes 156 and 176 inhibit rotary motion of the stator sections in onedirection, but they will permit free-wheeling motion of the statorsections in the opposite direction, which corresponds to the directionof rotation of the impeller.

The impeller is formed in two sections that are gcnerally identified byreference characters 180 and 182. Section 182 includes a race 184 whichis splined or otherwise secured to the inner periphery of shell part 22.Suitable splines 187 can be provided for this purpose.

Impeller blades 186 are carried by the shroud 184. These blades carry aninner shroud 188. Blades 186 are situated directly adjacent the flowentrance section of the turbine section 112 and they rotate in unisonwith the blades 40.

In FIGURE 4, I have illustrated in schematic form the vary dependingupon the relative speed ratio that exists.'

At stall or zero speed ratio, this vector is represented by the symbol AVas viewed in FIGURE 4. At a relatively high speed ratio, however, thevector will change direction as indicated by the symbol B in FIGURE 4.It is apparent, therefore, that the most desirable blade angle for aminimum shock loss condition will be some compromise value between theangle of the vectors at stall and the angle of the vectors undercruising conditions. In the particular embodiment shown, the blade anglemay be approximately 90.

The moment of momentum of the fluid changes as it passes through thesecond impeller section. This in turn is a function of the torque actingupon the secondary impeller section. The change in the momentl ofmomentum, however, is equal to the moment of momentum of the fluid thatleaves the secondary impeller section less the moment of momentum thatleaves the exit section of the preceding first stator section. This istrue since the moment of momentum at the entrance of the second impellersection is equal to the moment of momentum of the uid at the exit of thefirst stator section.

Shown also in FIGURE 4 is a vector diagram showing the characteristicsof a particle of fluid at the exit of the first stator section and atthe exit of the second impeller section. The symbol F' represents thetoroidal fluid flow vector at the secondary stator exit. The fluidvelocity vector measured along the stator blade itself is indicated bythe vector W'. This also equals the absolute liuid ow velocity vectorVsince the stator is stationary during operation in the torque conversionrange at low speed ratios. The vertical component of the vector sum isequal to the vector shown at S'. This vector is the tangential fluidflow velocity vector at the secondary stator exit.

The corresponding vectors for the exit of the secondary impeller sectionalso are shown in FIGURE 4f The toroidal flow vector is shown at fo.Since the blade angle itself is approximately 90, this vector alsorepresents the vector for the uid flow w along the blade itself. Therotational vector due to the driving motion of the impellers is shown bythe symbol u. The vector sum is shown at V0. The exit blade angle itselfis represented by the symbol y.

The tangential component of the absolute fluid ow velocity vector isshown at S0. It will be apparent from a comparison of the two vectordiagrams thus described that the tangential component of the absoluteuid ow velocity vector is increased, which means that the secondaryimpeller section provides a definite torque contribution. It followsfrom this, therefore, that the moment of momentum of the fluid thatenters the second turbine section will be greater than it would be ifthe secondary impeller section were not located strategically within thecircuit in this fashion. The turbine torque, therefore, will beincreased since the total effective change in the moment of momentum ofthe fluid as it passes through the second turbine section will bemagnied to l the extent that the inlet moment of momentum is increased.

Corresponding vectors for the second stator section and the thirdturbine section are indicated also in FIG- URE 4.

At the exit of the second stator section, the toroidal uid flow isrepresented by the vector F0. The flow along the blade is represented bythe vectorWO. The vector sum is equal to Vo".

The tangential component of the absolute fluid ow velocity is designatedby the symbol So".

The blade angle at the exit of the second stator section is designatedby the symbol I". The corresponding angle for the first stator sectionis 1*'.

If we assume that the blades of the third turbine section assume thedotted line position shown in FIGURE 4, the tangential component of theabsolute fluid ow velocity vector can be represented as shown at S0. Un-

der stall conditions and at very low'speed ratios, the vector So issmaller than the vector S0". It follows from this, therefore, that apositive driving torque will be imparted to the third turbine section.This torque supplements the torque of the first turbine section and thecombined torque of the turbine sections is distributed to the turbineshaft 128.

As the speed ratio increases, however, the ow entrance vector at theinlet of the third turbine section will shift between the two extremesrepresented by the letters C and D. It will be apparent, therefore, thatat increased speed ratios the ymoment of momentum of the fluid thatpasses through the third turbine section will decrease. If the bladewere held stationary, a negative torque would be developed by the fluidwhich would subtract from the net turbine torque made available to theshaft 128. To overcome this characteristic` the blades of the thirdturbine section are adjustable in the manner previously described. Atincreasedspeed ratios, the angularity of the blades can be shifted tothe full line position shown in FIGURE 4. Under these conditions, apositive torque contribution will be provided .by the third turbinesection throughout an increased speed ratiorange.

Provision may be made for providing an infinitely variable adjustment ofthe blades 58 of the third turbine section. In this way, optimumperformance can be obtained throughout the entire speed ratio range andthe need for making design compromises is then avoided. This infinitevariation in angularity can be accomplished by providing a controlledpressure to the chamber 82 of the blade adjusting servo` This pressurecan be obtained by a valve system that is sensitive to engine torquedemand as well as the driven speed of the driven member.

By employing a turbine arrangement with a third turbine section situatedadjacent the entrance section of the impeller, the converter stall speedwill be reduced to any desired value depending upon the Iblade geometrythat is chosen. The impeller speed will increase rapidly, however, asthe speed ratio increases, and a relatively rapidly rising size factorcharacteristic then results. j

Any torque augmentation that is obtained by the third turbine sectionwill result, of course, in a decrease in the moment of momentum of thefluid that passes through the third turbine section. This thennecessarily means that the tangential component of the absolutetluidtlow velocity vector in the direction of rotation of the impellerwill be decreased. It is because of this that the impeller speed will bereduced at stall. The torque contribution of the third turbine sectionfades, however, as speed ratio increases. The influence of the thirdturbine section upon the magnitude of the absolute fluid ow velocityvector at the entrance section of the first impeller section thusprogressively diminishes. The size factor then will increase rapidlyupon increased speed ratios and will, not remain relatively uniform, asin conventional arrangements, prior to the time the coupling range isachieved. The peak engine torque then can be reached quickly duringacceleration. A

In FIGURE 4, U represents the rotational vector due to rotation of thethird turbine section. The blade angle itself is represented ,by thesymbol I and the vector 'sum of the rotational vector and the ow W0along the blade is represented by the symbol V0. The toroidal uid flow,of course, is represented by the symbol F0.

Referring next to FIGURE 5, I have illustrated a modified form of myinvention. It is similar to the construction shown in FIGURE 3, but theangularity of the blades of the second impeller section can be changed.The components of the structure of FIGURE 5 that have counterpartelements in the. construction of FIGURE 3 have been designated bysimilar reference characters, although primed notations have been added.

The `blades 186 of the second impeller section are mounted uponindividual shafts 200 which in turn are supported `by the impeller shellpart 22'. Carried by the shell part 22 is a servo cylinder member 202which cooperates with the inner surface of the shell part 22 and with anannular piston 204 to dene a pressure cavity 206. Piston 204 can beconnected to an offset crank 208 which in turn is connected to shaft200. A separate crank 208 can be provided for each shaft 200, and eachis connected to the piston 204. This connection is schematicallyillustrated at 210 in FIGURE 3.

Fluid pressure can be admitted to the cavity 206 in any suitablefashion.

In FIGURE A I have illustrated two positions for the blades 186. Theblades may be adjusted to the dotted line position shown in FIGURE 5Aunder low speed ratio and start up conditions to produce a maximumstarting torque. When the blades 186 are adjusted to the dotted lineposition shown in FIGURE 5A, the vectors will be augmented relative tothe corresponding tangential fiuid flow velocity vector at the entranceregion of the second impeller section. This is due to an increase in themoment of momentum of the fluid that passe through it.

In order to maintain coupling efiiciency and to improve efiiciencydurin-g operation at the higher speed ratios, the angularity of theblades 186 should be adjusted to the full-line position shown in FIGURE5A. This, of course, is done by varying the pressure in cavity 206.

,In the embodiment shown in FIGURE 1, I have provided a hydrokinetictorque converter mechanism having features that are similar to theembodiment of FIGURE 3 although the third turbine has been deleted. Theelements of the embodiment of FIGURE 1 that have counterpart elements inthe embodiment of FIGURE 3 have been identified by the same referencecharacters as the characters used in FIGURE 3 although primed notationshave been added.

In the embodiment of FIGURE l the second impeller 182 is connected to aclutch member 210 having a radially inwardly extending portion 212. Thisportion is provided with a hub sleeve214 which is journaled by means ofa bushing 216 on member 124'. This member is situated between the outershroud 116' of the turbine 112 and the impeller shell part 20'. Theimpeller shell is formed with an annular clutch surface 218 which isadapted to be engaged by a clutch disc 220 carried by the outerperiphery of the member 212.

The space between member 212 and the shellvpart 20' is in fluidcommunication with a passage, not shown, which in turn can bepressurized or exhausted selectively. When this passage is exhaustedfluid ow tends to occur from the interior of the torus cavity in aradially inward direction across the surface 218. This creates apressure differential which in turn tends to establish a forcedifferential across the member 212. This causes the clutch member 220 tofrictionally engage surface 218. The irnpellers thus rotate in unison.This locked-up condition is established during operation in the cruiserange to increase cruising efficiency. It is released during operationin the low speed ratio high performance operating range.

The embodiment of FIGURE 2 is similar to the embodiment of FIGURE 3except that the third turbine stage has been eliminated in the FIGURE 2embodiment. The FIGURE 2 embodiment includes, however, a second stator160" having blades 162 whose angularity can be adjusted by means of afluid pressure operated servo that resembles the servo for the thirdturbine of the FIGURE 3 embodiment. For this reason identical referencecharacters are used although double primed notations have been added tothe servo of FIGURE 2 as well as to the other elements of the FIGURE 2construction that have a counterpart in the FIGURE 3 construction. Theoffset shafts 60 are connected to the stator blades 162 and rotate themto either a high performance position or a cruising position.

Having thus described preferred embodiments of my invention, what Iclaim and desire to secure by United States Letters Patent is:

1. A hydrokinetic torque converter mechanism cornprising a compoundimpeller, a compound turbine and a compound stator situated in toroidalfluid flow relationship'with a common torus circuit, said turbinecomprising at least two bladed sections, said impeller comprising twobladed sections and said stator comprising two bladed sections, a firstturbine section being located at the fiow exit region of a firstimpeller section, a first stator section Vbeing located between saidfirst turbine section and the second impeller section, the entranceregion of the second turbine section being located adjaoent'the flowexit region of said second impeller section, the second stator sectionbeing located between theflow exit region of said second turbine sectionand the fiow entrance region of said first impeller section.

2. A hydrokinetic torque converter mechanism comprising a compoundimpeller, a compound turbine and a compound stator situated in toroidalfluid flow relationship within a common torus circuit, said turbinecomprising at least two bladed sections, said impeller comprising twobladed sections and said stator comprising two bladed sections, thefirst turbine section being located at the flow exit region of the firstimpeller section, the first stator section being located between thefirst turbine section and the second impeller section, the entranceregion of the second turbine section being located adjacent the flowexit region of the second impeller section, the second stator sectionbeing located between the flow exit region of the second turbine sectionand the fiow entrance region of said first impeller section, the firstimpeller section being located at a radial outflow region of saidcircuit, the second turbine section being located at a radial inflowregion of said circuit, the first turbine section, the first statorsection and the second impeller section being located at a radiallyoutward region of said circuit.

3. A hydrokinetic torque converter mechanism comprising a compoundimpeller, a compound turbine and a compound stator situated in toroidalfluid flow relationship within a common torus circuit, said turbinecomprising at least two bladed sections, said impeller comprising twobladed sections and said stator comprising two bladed sections, thefirst turbine section being located at the flow exit region of the firstimpeller section, tthe first stator section being located between thefirst turbine section and the second impeller section, the entranceregion of the second turbine section being located adjacent the fiowexit region of the second impeller section, the second stator sectionbeing located at the flow exit region of the second turbine section, thetirst impeller section being located at a radial outflow region of saidcircuit, the second turbine section being located at a radial inffowregion of said circuit, the rst turbine section, the first statorsection and the second impeller section being located at a radiallyoutward region of said circuit, each impeller section being connectedtogether for rotation in unison.

4. A hydrokinetic torque converter mechanism comprising a compoundimpeller, a compound turbine and a compound stator situated in toroidalfluid tiow relationship within a common torus circuit, said turbinecomprising at least two bladed sections, said impeller comprising twobladed sections and said stator comprising two bladed sections, thefirst turbine section being located at the fiow exit region of the firstimpeller section, the first stator section being located between thefirst turbine section and the second impeller section, the entranceregion of the second turbine section being located adjacent the flowexit region of the second impeller section, the second stator sectionbeing located at the flow exit region of the second turbine section, thefirst impeller section being located at a radial outflow region of saidcircuit, the second turbine section being located at a radial inflowregion of said circuit, the first turbine section, the first statorsection and the second impeller section being located at a radiallyoutward region of said circuit, each impeller section being connectedtogether for rotation in unison, first overrunning brake means forinhibiting rotation of said first stator section against rotation in onedirection and for permitting free-running motion in the oppositedirection, and a second overrunning brake means for separatelyinhibiting rotation of the second stator section against rotation insaid one direction while accommodating free-running motion thereof insaid opposite direction.

5. A hydrokinetic torque converter mechanism comprising a compoundimpeller, a compound turbine and a compound stator situated in toroidalfluid flow relationship within a common torus circuit, said turbinecomprising at least two bladed sections, said impeller comprising twobladed sections and said stator comprising two bladed sections, thefirst turbine section being located at the flow exit region of the firstimpeller section, the first stator section being located between thefirst turbine section and the second impeller section, the entranceregion of the second turbine section being located adjacent the flowexit region of the second impeller section, the second stator sectionbeing located at the tlow exit region of the second turbine section, thefirst impeller section being located at a radial outflow region of saidcircuit-the second turbine section being located at a radial inflowregion of said circuit, the first turbine section, the first statorsection and the second impeller section being located at a radiallyoutward region of said circuit, each impeller section being connectedtogether for rotation in unison, first overrunning brake means forinhibiting rotation of the first stator section vagainst rotation in onedirection and for permitting free-running motion in the oppositedirection, second overrunning brake means for inhibiting rotation of thesecond stator section against rotation in said one direction whileaccommodating free-running motion thereof in said opposite direction,and a third turbine section mechanically connected to said first andsecond turbine sections, said third turbine section being located at aradially inward region of said circuit adjacent the flow entrance regionof the first impeller section.

6. A hydrokinetic torque converter mechanism comprising a compoundimpeller, a compound turbine and a compound stator situated in toroidalfluid flow relationship within a common torus circuit, said turbinecomprising at least two bladed sections, said impeller comprising twobladed sections and said stator comprising two bladed sections, thefirst turbine section being located at the flow exit region of saidfirst impeller section, the first stator section being located betweenthe first turbine section and the second impeller section, of the secondturbine section being located adjacent the flow exit region of thesecond impeller section, the second stator section being located at theflow exit region of the second turbine section, and means for adjustablypositioning the angularity of the blades of the second impeller sectionrelative to the angularity of the blades of the other sections.

the entrance region v 7. A hydrokinetic torque converter mechanismcomprising a compound impeller, a compound turbine and a compound statorsituated in toroidal fluid flow relationship within a common toruscircuit, said turbine comprising at least two bladed sections, saidimpeller comprising two bladed sections and said stator comprising twobladed sections, the first turbine section being located at the flowexit region of said first impeller section, the first stator sectionbeing located between the first turbine section and the second impellersection, the entrance region of the second turbine section being locatedadjacent the flow exit region of the second impeller section, the secondstator section being located at the flow exit region of the secondturbine section, the first impeller section being located at a radialoutflow region of said circuit, the second turbine section being locatedat a radial inflow region of said circuit, the first turbine section,the first stator section and the second impeller section being locatedat a radially outward region of said circuit, and means for adjustablypositioning the angularity of the blades of the second impeller sectionrelative to the angularity of the blades of the other sections.

8. A hydrokinetic torque converter mechanism comprising a compoundimpeller, a compound turbine and a compound stator situated in toroidalfluid flow relationship within a common torus circuit, said turbinecomprising at least two bladed sections, Said impeller comprising twobladed sections and said stator comprising two bladed sections, thefirst turbine section being located at the flow exit region of the firstimpeller section, the first stator section being located between thefirst turbine section and the second impeller section, the entranceregion ofjsaid second turbine section being located adjacent the flowexit region of the second impeller section, the second stator sectionbeing located at the flow exit region of the second turbine section, thefirst impeller section being located at a radial outflow region of saidcircuit, the second turbine section being located at a radial inflowregion of said circuit, the first turbine section, the first statorsection and the second impeller section being located at a radiallyoutward region of said circuit, each impeller section being connectedtogether for rotation in unison, and means for adjustably positioningthe angularity of the blades of the second impeller section relative tothe angularity of the blades of the other sect-ions.

References Cited by the Examiner UNITED STATES PATENTS 2,339,483 1/44Jandasek 60-54 2,339,484 1/44 Jandasek 60-54 2,762,196 9/56 Ullery 60-542,762,199 9/56 Ullery 60-54 2,893,266 7/59 Kelley 60-54 X 2,929,267 3/60Wilson 60-54 X 3,079,756 3/63 Farrell 60-54 3,083,589 4/63 Knowles etal. (m0-54 X FOREIGN PATENTS 738,699 10/55 Great Britain.

JULIUS E. WEST, Primary Examiner.

1. A HYDROKINETIC TORQUE CONVERTER MECHANISM COMPRISING A COMPOUNDIMPELLER, A COMPOUND TURBINE AND A COMPOUND STATOR SITUATED IN TOROIDALFLUID FLOW RELATIONSHIP WITH A COMMON TORUS CIRCUIT, SIAD TURBINECOMPRISING AT LEAST TWO BLADED SECTIONS, SAID IMPELLER COMPRISING TWOBLADED SECTIONS AND SAID STATOR COMPRISING TWO BLADED SECTIONS, A FIRSTTURBINE SECTION BEING LOCATED AT THE FLOW EXIT REGION OF A FIRSTIMPELLER SECTION, A FIRST STATOR SECTION BEING LOCATED BETWEEN SAIDFRIST TURBINE SECTION AND THE SECOND IMPELLER SECTION, THE ENTRANCEREGION OF THE SECOND TURBINE SECTION BEING LOCATED ADJACENT THE FLOWEXIT REGION OF SAID SECOND IMPELLER SECTION, THE SECOND STATOR SECTIONBEING LOCATED BETWEEN THE FLOW EXIT REGION OF SAID SECOND TURBINESECTION AND THE FLOW ENTRANCE REGION OF SAID FIRST IMPELLER SECTION.